Engine governor



Aug. 22, 1944. MALLORY ENGINE GOVERNOR Filed June 8, 1942 4 Sheets-Sheet1 FIG.

INVOR. MARION MALLORY 1944- M. MALLORY 2,356,679

ENGINE GOVERNOR Filed June 8, 1942 4 Sheets-Sheet 2 FIG. 2

INV ENT OR. MARION MALLORY Aug. 22, 1944. M. MALLORY ENGINE GOVERNORFiled June 8, 1942 4 Sheets-Sheet 3 FIG. 3

1N VENTOR. MARION MALLORY 22, 1944- M. MALLORY 2,356,679

ENGINE GOVERNOR Filed June 8, 1942 4 Sheets-Sheet 4 INVENTOR. MARIONMALLORY Patented Aug. 22, 1944 UNITED STATES PATENT OFFICE 2,356,679ENGINE GOVERNOR Marion Mallory, Detroit, Mich.

Application June 8, 1942, Serial No. 446,243

6 Claims.

This invention relates to a governor for controlling the speed of aninternal combustion engme.

It is the object of this invention to produce a governor for controllingthe speed of an internal combustion engine which is considerably moreeflicient in operation and more simple than governors heretofore known.

This invention contemplates an engine governor which will control thespeed of an internal combustion engine at any predetermined desiredspeed with greater precision and nicety than hertofore possible.

In the drawings:

Fig. 1 is an elevation partly in section showing one form of my enginespeed governor.

Figs. 2, 3 and 4 are also elevations partly in section showing modifiedforms of my engine speed governor.

In Fig. 1, I is a governor housing which is adapted to be connected intothe engine intake passageway. The inlet is designated 50 and the outlet5!. 2 s a governor valve of the butterfly type mounted on a shaft withinthe housing 50. 3 is the governor valve arm fixed on the shaft outsidethe housing. 4 is a tension spring connected at one end to the arm 3 andthe other end to the housing I which. tends to hold the valve 2 open. 5is a suction device provided with a diaphragm 52 which is connected byrod 53 with arm 3. 6, I, 8, 9 and I are conduits. Ii and 8 communicatewith the intake passageway through orifices II and I2 respectively.Commun cation between conduits 9 and III is controlled by a valvecomprising cylinder I3 and piston I4. Piston I4 is controlled by acentrifugal governor I which is-rotated or driven by governor shaft l6which is driven by the internal combustion eng ne. Conduit 9communicates with the cylinder I3 through orifice I1 and conduit I0communicates with the cylinder I3 through orifice I8. The other end ofconduit Ifl communicates with atmosphere. Piston valve I4 is providedwith a circumferential groove l9. Communication between conduits 6 and 9is controlled by an adjustable valve 20. The centrifugal governor I5 isprovided with the usual tension spring 2| which tends to collapse thesame.

The operation of the device "s as follows: It is understood that thisgovernor can be used for controlling the speed of any type of internalcombustion engine whether a carbureted engine or an injection engine.

The governor valve 2 as shown in the drawing is at its wide openposition, which would give Conduits the engine a full charge. If theengine speed would increase to a point that would cause governor I5 toexpand, piston valve I4 would move to the left and close communicationbetween orifices I1 and I8, and the velocity of the fluid or fuelmixture charge flowing by orifices I I and I2 would create-a suction inconduits 6, I, 8 and 9, which would cause a suction in suction device 5and draw valve 2 towards a. closed position. As valve 2 moved towards aclosed position against the tension of spring I, the suction wouldincrease between it and the engine (1. e., outlet 5|) and in turn thesuction would be higher at orifice II, which would make the suctiondevice more powerful, drawing valve 2 further closed until the enginewould be throttled to its desired governor speed.

Now assuming a slight load was applied to the engine, the speed woulddrop slightly and spring 2I would cause governor I5 to contract and movepiston valve I 4 to the right so that circular groove I9 wouldcommunicate with orifices I1 and I8. The suction or vacuum in suctiondevice 5 would then be bled to the atmosphere through conduits 9 and I0.Naturally, the suct on device would have little power when bled to theatmosphere and spring 4 would move valve 2 back to its open position,giving the engine more charge so that it could maintain its speed.

When the engine reached its governed speed again, governor I5 wouldcause piston valve I4 to shut oif the air bleed (9, I1, I9, I8, I0) sothat the suction would increase at suction device 5 and valve 2 wouldmove towards a closed position.

To adjust the governor to give the desired speed of the engine, theprocedure is as follows:

A spring 2| is used of such tension to hold the centrifugal governorcontracted until the engine has reached the speed it is to be governedat; say, for example, 2800 R. P. M. At this speed, governor I5 will haveexpanded, pulling pist n I4 leftward or towards the governor, closingoff the atmospheric bleed of conduit 9. The suction created at orificesI I and I2 will immediately build up the suction in the suction device 5and start governor valve 2 towards a closed position. As the governorvalve 2 moves towards a closed position, the vacuum between it and theengine will increase, causing an increased vacuum at orifice II and insuction device 5. After valve I I has closed the atmosphericcommunication between conduits I0 and 9, the suction at orifices II andI2 controls the governor. Even though governor I5 shuts off theatmospheric bleed at 2800 engine speed, the engine might run as high as3500 R. P. M. at no load, and to bring this speed down close to 2800 R.P. M. or governor speed, valve 20 should be adjusted towards an openposition so that the vacuum will be increased on the suction device. Byadjusting valve 20, the no load speed can be brought down within 100 or150 revolutions of the governor speed, i. e., the point that thecentrifugal governor l5 closes the communication between conduits I and9. If the no load speed is adjusted to be only 100 or 150 revolutionshigher than the speed at which the centrifugal governor closescommunication between conduits 9 and I0, governor valve 2 will start toopen almost immediately if load is applied to the engine sufilcient tocause a decrease in engine speed, because if the no load speed was 2950and load was applied to cause the engine to slow down slightly, thecentrifugal governor 15 would contract, bleeding suction device to theatmosphere and permitting valve 2 to immediately open.

The charge passing by orifice l2 and II creates a suction in the suctiondevice as soon as governor l5 closes the communication between conduits9 and ill, but as soon as governor valve 2 moves towards a closedposition, orifice H is in a much lower pressure than orifice l2.Therefore, orifice l2 plays the role of an air bleed to orifice H, andthe more adjusting valve 20 is closed, the greater is the air bleedingeffect of orifice l2 to orifice ll; vice versa, the more adjusting valve20 is open, the less effect orifice l2 has in bleeding orifice l I. Ifdesired, adjusting valve 20 could be located in conduit 8, and byclosing it, the suction on diaphragm 5 would increase. The adjustingvalve 20 is very desirable because it makes it unnecessary to adjust thegovernor valve spring 4. If the adjusting valve 20 is moved towards aclosed position, it reduces the power of suction device 5 which isequivalent to increasing the tension of spring 4. If the valve 20 ismoved towards an open position it increases the power of suction device5 which is equivalent to decreasing the tension of spring 4. Conduit 8and orifice l2 are desirable. but the governor will operate successfullyif conduit 8 and orifice I 2 are omitted.

In Fig. 2 the principle of the governor is the same. In this form of theinvention valve [3, which is controlled by the centrifugal governor I4,is positioned between conduits I and 6. Conduit I communicates withcylinder 13 through orifice HI and conduit 8 communicates with cylinderl3 through orifice I'll. When governor l5 reaches a speed that theengine is to be governed at, valve 14 is moved upwardly to the positionshown causing communication between suction device 5 and orifice ll,through conduits 6 and I, orifices Ill and I81, and circumferentialgroove l9. This causes an increase in suction on the suction device andmoves 'valve 2 towards a closed position, but if a load is applied tothe engine, causing the R. P. M. to fall slightly below the governedspeed, governor l5 will contract and close valve l3, H which shuts offcommunication between diaphragm 5 and orifice II. This decreases thesuction on the suction device and spring 4 will move valve 2 towards anopen position. It will be understood that when valve l4 closes thecommunication between suction device 5 and orifice ll, orifice l2 playsthe role of an air bleed through conduit 8 to the suction device 5.

Fig. 3 shows another modified form of the invention shown in Fig. 1. Thecentrifugal governor ii of Fig. 1 is omitted and a suction deviceoperated by the venturi suction is substituted therefor. The suctioncaused by the charge flowing through the venturi 60 in the intakepassageway varies in direct relation to the speed of the engine. Asuction device 8| is connected through conduit 82 with an orifice 28 inthe venturi. Suction device 6| is provided with a diaphragm 25 backed upby compression spring 24. A valve 26 is mounted on diaphragm 25 andcontrols orifice 31 through which conduits 8 and 8 communicate withatmosphere. Since the suction created in the conduit 52 by the fluidflow through the venturi 60 past orifice 23 varies in direct relation tothe engine speed, therefore the suction at orifice 28 increases as thespeed of the engine increases. Spring 24 is adjusted or formed to havethe proper tension to permit diaphragm 25 to overcome it and close valve28 when the engine reaches a predetermined desired speed. As valve 26closes, air bleed orifice 3| is shut off and suction device 5 issubjected to the suction created at orifices H and I2 so that thesuction device will start governor valve 2 towards closed position thesame as in the form shown in Fig. 1. In other words, the power of thesuction at orifice 23 is equivalent to the power of the governor l5 inFig. 1. Spring 24 is equivalent to and performs the same function as thespring 2| in Fig. 1, and valve 28 is equivalent to and performs the samefunction as valve I4 of Fig. 1. Aside from the fact that valve 26 isopened and closed by a suction device 8| instead of a centrifugalgovernor IS, the governor shown in Fig. 3 operates the same as thatshown in Fig. 1.

Fig. 4 is a modification using oil pressure to effect the governorvalve. The valve 2 is slightly unbalanced, and spring 4 tends to holdthe valve open. The pressure device 28 is conventional in form and isprovided with the usual flexible diaphragm 12. A rod 14 is fixed at oneend to this diaphragm 12 and the other end of the rod contacts the valvearm 3 at 13. If the engine was governed at 2800 R. P. M., thecentrifugal governor l5 will hold valve l4 in position shown until theengine reaches 2800 R. P. M. In such position, naturally, the oilpressures taken from the engine oil pump pressure line 21 would beadmitted to pressure device 28 through conduit 30, circumferentialgroove II in valve l4 and orifice 29. This oil pressure will act throughdiaphragm l2, rod 14 and arm 3 to hold valve 2 towards an open position,but when governor I5 is expanded at a predetermined engine speed or thegoverned speed, valve l4 will move upwardly, closing off orifice 29, andthe top of the piston valve l4 will move out of the end of cylinder l3so that circumferential groove ll places line 30 in communication withthe crankcase or inlet side of the oil pump (not shown) therebyrelieving the pressures on the pressure device 28. Spring 4 alone willthen be opposing the closing of valve 2, and as valve 2 is slightlyunbalanced, the velocity of fiuid fiow through the intake passageway andvacuum will tend to close it, checking the'speed of the engine, but anytime the speed of the engine falls slightly, governor l5 will againshift valve l4 and cause communication with the oil pressure line 21 andpressure device 28 which acts through rod 14 and arm 3 to assist spring4 to open governor valve 2.

Iclaim:

1. In an internal combustion engine having an intake passageway, a valvefor controlling the fl w of fluid through said passageway, a suctionoperated device connected to said valve, a conduit connecting thesuction device into the intake passageway on the engine side oi saidvalve, a second conduit for connecting the suction device with theintake passageway on the atmosphere side of said valve, and valve meanscontrolled in accordance with the speed of the engine for bleeding saidconduit to atmosphere whenever the engine falls below a predeterminedspeed and for closing said conduit to atmosphere whenever the enginereaches a predetermined speed whereby the suction device moves thegovernor valve towards closed position to maintain the desired governedspeed of the engine.

2. In an engine governor having an intake passageway, a governor valvein said passageway, an orifice between the governor valve and theengine, an orifice between the governor valve and the atmosphere, aconduit connecting said orifices, a suction device for controlling saidgovernor valve and connected into the said conduit, a connection betweenthe suction device and the governor valve, whereby the orifice betweenthe govemor-valve and atmosphere plays the role of an air bleed to theother orifice when the said governor valve moves toward closed positionand said orifice between the governor valve and atmos- 'tion device toatmosphere and "tar closing said valve when the engine speed increasesto a presageway between the governor valve and theene gine, an orificein the wall 01 said intake passageway between the governor valve and theatmosphere, a conduit at all times connecting said orifices andcommunicating through said orifices with the intake passageway, saidsuction device phere ceases to be an air bleed and becomes a suctionorifice when the governor valve moves toward open position.

3. The combination as claimed in claim 2 including an outlet toatmosphere for said conduit and valve means controlled in accordancewith the speed of the engine for opening said outlet to atmospherewhenever the engine speed falls below a predetermined speed to air bleedthe conduit to atmosphere and for closing said outlet to atmospherewhenever the engine reaches a predetermined speed whereby the suctiondevice controls the opening and closing of the governor valve and tendsto maintain the desired speed of the engine.

4. The combination as claimed in claim 2 wherein the said conduit isprovided with an outlet to atmosphere, a valve for controlling saidoutlet, and centrifugal means operated in accordance with the speed ofthe engine for opening said valve when the engine falls below apredetermined speed to bleed said orifices and the sucbeingconnectedinto said conduit and communicating at all times through saidconduit and both of said orifices with said intake passageway wherebythe orifice between the governor valve and atmosphere plays the role ofan air bleed to the other orifice when said governor valve moves towardclosed position and said orifice between 'thegovernor valves movestoward opened position.

6. In an internal combustion engine having an intake passageway,agovemor valve for controlling the fiow oi fiuid through saidpassageway, a suction operated device connected to said governor valve,an orifice in the wall of said intake passageway between the governorvalve and the engine, an orifice in the wall of said intake passagewaybetween the governor valve and the atmosphere, a conduit connecting saidorifices together and to said suction operated device so that bothorifices create a suction on the suction operated device when thegovernorvvalve is at wide open position and the orifice between thegovernor valve and atmosphere plays the role of an

